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Glasair II FT – N172D

PILOT OPERATING HANDBOOK

Stoddard Hamilton Glasair II FT(Fixed Tricycle Gear)

N172D

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Table of Contents

TABLE OF CONTENTS.................................................................................2

INTRODUCTION...............................................................................................3SPECIFICATIONS.............................................................................................4PERFORMANCE DATA....................................................................................5SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY......................................7GENERAL AIRSPEED.......................................................................................7

VFE MAXIMUM FLAP EXTENDED SPEED IS THE HIGHEST SPEED PERMISSIBLE WITH WING FLAPS IN A PRESCRIBED EXTENDED POSITION......................................................................................................7

WEIGHT AND BALANCE..................................................................................8AIRSPEED LIMITATIONS.................................................................................9POWERPLANT LIMITATIONS........................................................................10

INSTALLED ENGINE...................................................................................10CENTRE OF GRAVITY LIMTS....................................................................13

EMERGENCY PROCEDURES.......................................................................14INTRODUCTION..........................................................................................14FIRE.............................................................................................................15ENGINE FAILURE.......................................................................................16SPINS AND SPIRAL DIVES........................................................................19SPIRAL DIVES.............................................................................................20NORMAL OPERATIONS.............................................................................211. COCKPIT.................................................................................................21WEIGHT & BALANCE:.................................................................................24FLIGHT CG LIMITS......................................................................................24STATIONS OF FLIGHT CG.........................................................................24VARIOUS MOMENT ARMS.........................................................................24EMPTY WEIGHT CG CALCULATION.........................................................25

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FLIGHT CG CALCULATION........................................................................26GENERAL DATA.................................................................................................27

W A R N I N G.................................................................................................27SYSTEMS:...................................................................................................33GENERAL....................................................................................................34OUT-OF-SERVICE CARE............................................................................37ANNUAL INSPECTION................................................................................41SAFETY INFORMATION:............................................................................47

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INTRODUCTION

This aircraft has been built to comply with FAA Regulations for experimental category aircraft. The aircraft design allows a maximum weight of 2000 lbs (std wingtips) or 2200 lbs (extended wingtips)

Numerous improvements have been incorporated into the original design as a result of the experience of many operators of this type.

These include the following factory options Extended wet wing tips Rear window additions Dorsal fin addition ram air intake

It is advised to complete extensive taxi trials prior to operating this aircraft.

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SPECIFICATIONSWing Span 23.3 ft

Wing Area 81.3 sq ft

Wing Aspect Ratio 6.20 (7.64 with wing extensions)

Length Overall 19.4 ft

Height Overall (w/o propeller) 6.54 ft

Wheel Base 4.32 ft

wheel Span (track) 6 ft

Cabin Width 42 ins

Baggage Space 10 cu ft

GROSS WEIGHT

Normal 2000 lbs (2200lbs with extended wing tips)

Aerobatic 1700lbs

Empty weight 1334lbs

Useful Load 676 lbs (776 with wing tip extensions)

Baggage Capacity (max) 80lbs

Wing Loading (gross) 20.91 lb/sq ft (19.67 lb. sq ft with wing tip extensions)

FUEL CAPACITY

Main wing tank 34 Imp gal.

header tank 6 Imp. gal.

Tip Extension Fuel Tanks 11 gal

Unusable fuel 1.5 Imp. gal.

Oil capacity 8 qt. (15 lbs.)

TIRE SIZES

Main wheels 5.00 X 5

Nose wheel 11x 4.00-5

Seats 2

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PERFORMANCE DATATop Speed (Sea level) 260 mph

Cruise Speed (24 X 24 sea level) 175 kts IAS

Rate of climb (from sea level):

Solo 2700 ft/min

Gross 1700 ft/min

Stall Speeds: (To be confirmed during flight testing)

Clean Solo 65 mph

Clean gross 70 mph

Flaps Down, Gross 63 mph

Recommended Glide Speed (engine out) 120 mph

Best Rate of Climb Speed (V y ) 110 mph

Best Angle of Climb Speed (Vx) 90 mph

Approach Speeds 100 mph (90 over the fence)

Never Exceed Speed (Vne) 260 mph

Maneuvering Speed (Va) 145 mph

Maximum Structural Cruising Speed (Vno) 200 mph

Maximum Flap Extension Speed-(Vfe) 120 mph

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Structural Limit Loads (at 2000lb. gross weight)

Positive 3.8 G's

Negative 1.0 G's

Structural Limit Loads (at 1700 lb. aerobatic weight)

Positive 6.0 G's

Negative 4.0 G's

Range at 55% power (approx.) 1177 Miles

Service ceiling .(approx.) 20,000 ft.

Roll rate 140 degree/sec

Takeoff Ground Roll

Solo 380 ft

Gross 700 ft

Landing Ground Roll

Solo 435 ft

Gross 530 ft

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SYMBOLS, ABBREVIATIONS, AND TERMINOLOGY

GENERAL AIRSPEEDCAS Calibrated Airspeed is the indicated speed of an airplane, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. KCAS Calibrated Airspeed expressed in knots.GS Ground Speed is the speed of an airplane relative to the ground.IAS Indicated Airspeed is the speed of an airplane as shown on the airspeed indicator when corrected for instrument error. IAS values published in this handbook assume zero instrument error.KIAS Indicated Airspeed expressed in knots.TAS True Airspeed is the airspeed of an airplane relative to undisturbed air which is the CAS corrected for altitude, temperature, and compressibility.Va Maneuvering Speed is the maximum speed at which application of full available aerodynamic control will not overstress the airplane.Vfe Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended positionVle Maximum Landing Gear Extended Speed is the maximum speed at which an airplane can be safely flown with the landing gear extendedVlo Maximum Landing Gear Operating Speed is the maximum speed at which the landing gear can be safely extended or retracted.Vne Never Exceed Speed is the speed limit that may not be exceeded at any time.Vno Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air and then only with caution.Vs Stalling Speed or the minimum steady flight speed at which the airplane is controllable.Vso Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration.Vx Best Angle-of-Climb Speed is the airspeed which delivers the greatest gain of altitude in the shortest possible horizontal distance.Vy Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time.Vy Best Rate-of-Climb Speed is the airspeed which delivers the greatest gain in altitude in the shortest possible time.

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WEIGHT AND BALANCE Datum An imaginary vertical plane from which all horizontal distances are measured for balance purposes.Station a location along the airplane fuselage usually given in terms of distance from the reference datum.Arm The horizontal distance from the reference datum to the center of gravity (CG) of an item.Moment The product of the weight of an item multiplied by its arm.MAC (mean aerodynamic chord) is defined as the value that, when multiplied by the span, results in the wing area.Airplane Centre of Gravity (CG) The point at which an airplane would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane.CC arm The arm obtained by adding the airplane's individual moments and dividing the sum by the total weight.CG Limits The extreme center of gravity locations within which the airplane must be operated at a given weight.Empty weight Weight of an airplane including full operating fluids, unusable fuel, full oil., and optional equipment.Maximum Gross Weight Maximum weight approved for flight operations.Useful Load Difference between maximum gross weight and empty weight.Payload Weight of occupants, and baggage.Tare The weight of chocks, blocks, stands, etc., used on the scales when weighing an airplane.

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AIRSPEED LIMITATIONS Vne 260 mph Do not exceed this speed in any operation.Va 145 mph Do not make full or abrupt control movements

above this speed. Vno 200 mph Do not exceed this speed except in smooth air

and then only with caution. Vfe 120 mph Do not extend flaps or operate with flaps

extended above this speed.

NOTE Definitions of these airspeeds are given in FAR Part 1, paragraph 1.2. All airspeeds are calibrated airspeeds (CAS). During flight test, the airspeed indicator should be calibrated so as to

distinguish indicated airspeeds (IAS) from calibrated airspeeds (CAS). Above 200 knots, calibrated airspeed becomes inaccurate due to

compressibility around the leading edge of the pitot tube. Equivalent airspeed (EAS) is calibrated airspeed corrected for

compressibility. EAS will always be lower than CAS above 200 knots. The differences between IAS, CAS, and EAS are determined by

experiment.

AIRSPEED INDICATOR MARKINGSWHITE ARC 62 to 120 mph (Full Flap Operating Range)

GREEN ARC 68 to 200 mph (Normal Operating Range)

YELLOW ARC 200 to 260 mph (Operate with Caution; Only in Smooth Air)

RED LINE 260 mph (Maximum Speed for All Operations

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POWERPLANT LIMITATIONS

INSTALLED ENGINE

GLASAIR N172D is fitted with a Lycoming IO 360 C1C 200 hp injected engine. A ram-air device is fitted to obtain maximum performance. The ram air gives direct entry into the throttle body with air filtration..

Change oil every 25 hours to minimize damage from grit abrasion to the engine.

Avoid continuous operations between 2000-2350 RPM

OIL PRESSURE

Maximum normal operating 95 psi

Minimum normal operating 55 psi

Idling 25 psi

Start and warm-up maximum (red line) 100 psi

Green arc 60 to 90 psi

OIL TEMPERATURE

Maximum (red line) 245’ F. (118’ C.)

Recommended 180’ F. (82’ C.)

Green Arc 160’ F. to 220’ F.

Yellow Arc 100’ F. to 160’ F.

Continuous operation below 140 F. is not approved

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FUEL PRESSURE

Boost pump pressure limits to injector inlet:

Zero Fuel Flow 45 psi maximum

Maximum fuel flow 14 psi minimum

CYLINDER HEAD TEMPERATURE Maximum (red line) 500’ F. (260’ C.)Normal Operating (green arc) 180’ F. to 435’ F.High Performance Cruise below 435’ F.Economy Cruise below 400’ F.

TACHOMETERMaximum RPM (red line) 2700 RPMNormal Operating (green arc) 600 to 2700 RPM

EXHAUST GAS TEMPERATURE (EGT) Do not exceed 1650’ F.

VACUUM PRESSURE Operating Range 4.3 to 5.9 ins Hg.

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CENTRE OF GRAVITY LIMTS

WARNING These figures are dependent on the airplane being within safe Centre of Gravity limits. Do not fly the airplane if its computed flight CG falls outside of the published limits. Due to variables such as fuel, passenger and baggage weight, these figures may be reduced somewhat. Before each flight, the CG should be computed to determine whether the aircraft is within safe limits.

Forward Limit Station 82. 21

Aft Limit Station 88. 88

The reference datum point is 60. 0 inches forward of the firewall/cowling split line.

FLIGHT LOAD FACTORS

At the 2000 lb. gross weight,: + 3 .8 G's / - 1.0 G's

At an aerobatic weight of 1700 pounds: + 6.0 G's / - 4.0 G's

WARNINGLATERAL FUEL LOADS

The Glasair wing tank is a single unit, wing tip to wing tip. It is most important to assure that the aircraft is level, otherwise an abrupt wing-drop will be experienced upon rotation.

Should it be essential to leave the aircraft on a slope, 20 minutes should elapse with the aircraft level before taking off.

AEROBATIC MANOEUVRES The Glasair was designed in the USA as a sport aerobatic type. Intentional Spins are NOT approved in this Aircraft.

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WARNING

Any slipping or cross controlling maneuvers must be no longer than 30 seconds in duration while drawing fuel from the main tank, as fuel supply then risks being un-ported resulting in engine stoppage.

Slips are prohibited with less than ten gallons remaining in the main tank,

Emergency procedures

INTRODUCTION

The emergency procedures described in this section are applicable to most aircraft including the Glasair II FT. These procedures are suggested as the best course of action for coping with the particular condition described, but are not a substitute for sound judgment and common sense. Since emergencies rarely happen, their occurrence is usually unexpected, and the best corrective action may not always be obvious. Pilots should familiarize themselves with the procedures given in this section and be prepared to take appropriate action should an emergency arise.

The recommended procedures given herein for coping with emergency situations are the best techniques presently available, based on flight test results and operational experience. Multiple emergencies, weather, unusual conditions, etc., may require deviation from these procedures. Each pilot must make the final decision as to the correct procedure under the circumstances, and he is responsible for the final decision.

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FIREIN-FLIGHT FIRE

Immediately shut off the fuel supply to the engine. Turn off all electrical accessories. Close all vents and the cabin heat box to prevent smoke from entering the cabin. Execute an emergency landing as soon as possible.

If smoke and fumes are bad enough to overcome the pilot, the canopies should be opened so that a safe landing can be accomplished.

GROUND FIREIf an engine fire should occur while starting the engine on the ground,

pull the mixture to the full lean, idle cutoff position, open the throttle, and continue cranking the engine with the starter. (This is an attempt to

pull the fire back into the engine.) Engine fires during start are usually the result of over priming.

If the engine has already started and is running, let it continue running in an attempt to pull the fire back into the engine.

If the fire continues to burn for longer than a few seconds, the engine should be shut down and the fire extinguished by the best available external means.

o Use a Halon extinguisher, if possible.

ELECTRICAL FIRE:

In the event of an electrical fire on the ground, turn all electrical systems off, including the master switch and main battery isolator switch.

o Shut down the engine. o Clear the aircraft and use a Halon type fire extinguisher.

If an electrical fire occurs in the air, turn the alternator switch, master switch, and all electrical equipment off, reduce speed (95 mph), open air vents to provide fresh air for breathing, and extinguish the fire, if possible.

o Land as soon as possible and remedy the problem before further flight.

If smoke and fumes are bad enough to overcome the pilot, the canopies should be opened so that a safe landing can be accomplished.

W A R N I N G

Open the gull wing canopies in flight only as a last resort effort. This procedure should never be attempted under normal circumstances as the gull wing

canopies will depart the aircraft.

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ENGINE FAILURE GENERAL

The Lycoming aircraft engine is very reliable and the probability of it failing catastrophically without some type of advance warning is quite low. Early indications of an engine failure are lowering oil pressure, increase in oil temperature, high cylinder temperatures, excessive mechanical noise, lowering fuel pressure, and so on.

Pilot induced failures are far more common and impact ice, mixture lean, fuel starvation, etc. Keep these in mind if an engine problem or failure should arise.

ENGINE-FAILURE ON TAKEOFF:

If the engine fails after the aircraft has left the ground on takeoff, lower the nose to maintain flying speed. If there is not sufficient prepared landing remaining in front of the aircraft, prepare to land straight ahead. Small turns may be made to avoid obstacles. Only if enough altitude and airspeed are available, can a 180 degree turn be made to return to the field. You are much more likely to survive an emergency straight ahead ditching of the plane than a stall and spin resulting from a steep, slow turn back the field.

Only if there is time and you have maintained control of the aircraft should you attempt to restart. Check to see if fuel pressure is adequate, whether mixture is full rich, electric fuel pump is on, fuel is on, fuel quantity is sufficient, and that both magnetos are on.

ENGINE FAILURE IN FLIGHT:

In the event of an engine failure during flight, maintain best glide speed of 115 mph and prepare for a forced landing. Quickly check that fuel pressure is adequate, whether mixture is full rich, fuel valve is on, adequate fuel quantity is in the tanks, and the mags. are both on. Switch to the header tank if it is full of fuel. If time permits, and one of the above conditions is the problem, attempt a restart after the problem is alleviated.

Engine roughness may be caused by a bad magneto, induction problems, improper leaning, plug fouling, fuel starvation, impact icing, water in the fuel, etc. If you encounter engine roughness or power loss in flight, you should check all engine gauges to see whether the pressures and temperatures fall within the allowable ranges. Also, check mixture setting, fuel tank selection, alternate air,

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magnetos, etc. If none of these items alleviate the problem, make a precautionary landing at the next airport and troubleshoot the problem.

ENGINE OUT APPROACH AND LANDING:

If loss of power occurs at altitude, trim the aircraft for best gliding speed (115 mph), and look for a suitable landing field. If measures taken to restore power are not effective, and if time permits, check your charts for airports in the immediate vicinity; it may be possible to land at one if you have sufficient altitude. If possible, notify the 121.5 of your location, difficulty, and intentions.

When you have located a suitable field, establish a spiral pattern around the field. Try to be at 1000 feet above the field at the downwind position, to make a normal approach. If you are forced to land away from an airport, it is advisable to fly an imaginary pattern, with downwind, base, and final legs. This will help you make correct altitude and approach speed judgments for an unknown landing site.

Remember that the power off glide will be steeper than the engine idle glide that you are used to. Always leave yourself enough altitude and airspeed to clear obstacles.

Keep the gear and flaps retracted until you are assured of making the field. Conversely, the gear and flaps work very effectively if you are too high on approach.

Keep the gear and flaps retracted until you are assured of making the field. Conversely, the gear and flaps work very effectively if you are too high on approach.

Be sure that you have sufficient air speed to maintain elevator authority.

Airspeed should be kept relatively high (90-100 mph) throughout the approach to keep the sink rate low and to provide enough excess lift so that the descent can be arrested in the flare. Bleed off the airspeed in the flare, however, so that the actual touchdown is made at the lowest possible airspeed.

When committed to landing:

1. Throttle closed or off.2. Mixture full lean.3. Fuel selector off.4. Alternator and Master switches off.5. Ignition switches off.6. Seat belt and shoulder harness tight.7. Flaps as required.

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Engine out landings on hard surface runways should be made with the gear down. On a soft surface keep the gear retracted to minimize airframe damage and reduce the chance of injury.

Touch down should be made at the minimum controllable airspeed, being careful not to stall and drop the airplane in. Especially if forced to land in trees, the airplane should be allowed to fly into the trees rather than stalling and dropping to the ground through the trees.

In very rough terrain, try to fly the airplane so that the fuselage area (passenger compartment) misses the larger objects, such as the biggest tree trunks and rocks. Sacrifice other parts of the airframe (wings, landing gear) to absorb the impact energy.

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SPINS AND SPIRAL DIVES

SPINS

W A R N I N GIntentional spins are prohibited in the Glasair.

Since the wing must be stalled for a spin to occur, inadvertent spins can be prevented by avoiding inadvertent stalls. The pilot must be thoroughly familiar with the Glasair's stall and pre-stall behavior to avoid inadvertent stalls. Remember that a stall can occur at any airspeed and attitude; a pilot who is thoroughly familiar with the Glasair's stall behavior under all conditions will be unlikely to enter an inadvertent spin.

The stall strips must be installed on the inboard wing leading edges to help ensure there is no tendency for a wing to drop during the stall.

If a spin is entered inadvertently, standard spin recovery control inputs should be immediately applied.

Standard spin recovery procedures are:

1. Power off.2. Apply full immediate opposite rudder to direction of rotation.3. Release stick. -as rotation stops-4. Neutralize rudder.5. Take hold of stick.6. Pull out of dive.

If a wing drops during a stall, immediately apply opposite rudder to catch the wing drop and apply forward stick to break the stall before the situation can progress to a fully developed spin.

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SPIRAL DIVES A spiral dive is a situation which develops when the nose of the aircraft begins dropping out of a turn.

(A spin, on the other hand, develops from excessive yaw during a stall.) In a spiral dive, speed builds rapidly as the nose drops and, if the pilot attempts to raise the nose by applying back pressure, the turn will tighten and G forces will begin to build. If allowed to continue, the aircraft will either strike the ground at high speed or will suffer in-flight structural failure from excessive G loads.

The proper recovery from a spiral dive is to first reduce power by bringing the throttle and propeller controls back to prevent over-speeding the engine/propeller. Simultaneously with the power reduction, level the wings and then apply gentle back pressure to stop the dive.

A spiral dive is a common result (usually fatal) of flying into instrument conditions without proper training or proper instrumentation. For this reason, pilots who are not rated and current in IFR flight must avoid flight in conditions of reduced visibility.

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Normal Operations

Prior to any flight, the exterior and interior of the aircraft should be checked for anything that looks suspicious or out of line. The following preflight walk-around check-list should be used as a guide.

1. COCKPIT

· Aircraft documents and authorization· Aircraft in suitable position on good ground· Open doors, inspect harnesses· Check switches OFF, key OUT, radio/navaids OFF· Throttle CLOSED, mixture CUT-OFF· First aid kit and fire extinguisher in position and charged· Master switch ON· Check strobe, landing lights, navigation· Check pitot heat· Master switch OFF

Remove all control locks, jack pads, tie-down rings, pitot cover, etc.

2. LEFT WING

· Condition of wing skins for stress cracks and fractures.· Wing root fairings--securely attached.· Wing attach screws in fuselage.· Hinge pins and safety wire in left flap.· Flap actuator fitting bolts· Hydraulic and electric lines at aft spar for security, chafing and oil leaks.· Left aileron hinge pins, safety wire, actuator fitting bolts, counterweight fasteners, and possible obstructions to counterweight (i.e. loose wires in wing tip).

· Aileron ---- full travel.· Pitot tube for obstructions.· FUEL CAPS secure

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LEFT MAIN GEAR

· Tire condition, creep and pressure.· Condition of brake disc and pads.· Main fuel sump. Drain into cup. Check for debris/water· Fuel vent lines for obstructions

4. FRONT FUSELAGE AND ENGINE

· Windscreen condition and CLEAN· Check oil contents (minimum 6 US quarts)· Starboard cowling fastenings secure· Starboard cooling inlet free from obstructions· Check Propeller for nicks and cracks. Oil from defective seal. Spinner for

cracks and looseness.

NOSE GEAR· Tire condition and pressure· Damage to wheel pants or strut

COWL FRONT· Ram air inlet secure and free from obstructions · Condition of landing light lenses· Port cooling inlet free from obstructions

PORT COWL· Port cowling fasteners secureDrain gascolator and check for water/debris

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5. RIGHT WING

· Condition of wing skins for stress cracks and fractures.· Wing root fairings--securely attached.· Wing attach screws in fuselage.· Hinge pins and safety wire in left flap.· Flap actuator fitting bolts.· Pressure head – Check pitot/static holes clear, hydraulic and electric lines

at aft spar for security, chafing and oil leaks.· Left aileron hinge pins, safety wire, actuator fitting bolts, counterweight

fasteners, and possible obstructions to counterweight (i.e. loose wires in wing tip).

· Aileron ---- full travel.· Pitot tube for obstructions.· FUEL CAPS secure.

RIGHT MAIN GEAR

· Tire condition, creep and pressure.· Condition of brake disc and pads.

6. TAIL CONE AND EMPENNAGE · Check condition of fuselage and empennage skins for stress cracks and

fractures. Give stabilizer integrity shake.· All elevator and elevator yoke attach screws.· Elevator for full travel, binding, and chafing· Rudder for full travel, binding and chafing.· Actuator linkage attach bolts for rudder and elevator. · Pivot rudder right to check· Elevator and rudder hinge pins and safety wire-· Empennage counterweights for security and chafing· Strobe optic for security.

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Weight & Balance:

GENERAL DATA

W A R N I N G To operate the Glasair safely, it must be flown within the specified CG limits. These limits must be strictly adhered to. Flight in either a nose heavy or tail heavy airplane is unsafe, and can result in loss of control.

MAXIMUM GROSS WEIGHT 2000 lb.MEAN AERODYNAMIC CHORD (MAC) 44.5”STATION OF WING LEADING EDGE AT MAC 76.20

FLIGHT CG LIMITSForward. . 13.5% MACAft 28.5% MAC

STATIONS OF FLIGHT CG LIMITS (GLASAIR RG PROTOTYPE)

Forward Station 82.21 (13.5% MAC)

Aft Station 88.88 (28.5% MAC)

Calculated C/G 81.91” aft of datum

VARIOUS MOMENT ARMS:- (Glasair RG Prototype)Description StationOil (1.9 lb./qt.) 46.00Fuel--Main Tank (6.0 lb./gal.) 82.35Fuel--Header Tank (6.0 lb./gal.) 65.75Firewall 60.00Baggage 124.00Passengers 106.00Instrument Panel 85.00Nose Wheel Axle 42.62Main Gear Axles 93.88

The REFERENCE DATUM is located 60.0” forward of the firewall/cowling split line. See FIGURE 5-1 on Page 5-5.

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EMPTY WEIGHT CG CALCULATIONThe empty weight CG of each individual aircraft must be determined before any additional CG calculations can be made.

First, with the wings level (wing tips at same height) and with waterline 100 level longitudinally, use a plumb bob to mark the location of the firewall/cowling split line on the floor. Measure 60.0" forward from the cowling split line mark, and mark a line at this point perpendicular to the longitudinal centerline of the airplane. This line represents the intersection of a plane in space with the floor. This plane is defined as the reference data (station 0.00) from which all moment arms are measured.

Nextt weigh the airplane, without fuel, but with oil and other operating fluids, using three scales, one under each of the wheels. The scales should be capable of handling about 600 pounds each. While weighing the airplane, block up either the nose or main wheels so that waterline 100 and the wings are level. Be sure to subtract the weight of any blocks or wheel chocks used on the scales.

To determine the empty weight CG, use the data just collected.

Station is defined as the distance in inches from the reference datum.

Moment is the weight times the station.

Center of Gravity (CG) is defined as the sum of the moments divided by the sum of the weights:

CG = Sum of Moments/Sum of Weights

Empty Weight CC = (Nose Gear Weight)(X)+(Rt Main+Lt Main weight)(Y) Airplane Total Weight

NOTE"X” and "Y” in the above equation are the stations of the nose and main gear axles, respectively. Refer to FIGURE (5-1).

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The following is a sample empty weight CG calculation using the data for the Glasair RG prototype:

Nose Gear: 328 lbs., Station 42.62 Left Main Gear: 384 lbs., Station 96.25 Right Main Gear: 394 lbs., Station 96.25

CG = (328)(42.62) + (384 + 394)(96.25) 328 + 384 + 394

CG 88,861.86 = Station 80.3 1106

W A R N I N GIf any modifications are made to the aircraft that add, subtract, or shift weight, the empty weight CG will be altered. Therefore, if any such modifications are made,

the empty weight CG must be re-determined to give accurate flight CG calculations.

FLIGHT CG CALCULATION Flight CG calculations should be made for the extreme or worst case loading conditions such as full fuel or minimum fuel situations, and for heavy pilot, passenger, and baggage conditions. The flight CG should be considered prior to each flight and calculations made if situations are different from any previous flight.

To calculate the flight CG, tabulate the weights, stations, and moments, as shown in the following examples. Add the weights and moments, and divide the total moment by the total weight to obtain the center of gravity.

W A R N I N GIn most situations, the CG moves aft as fuel is burned from either the header tank or the main tank. Calculate the flight CG using the quantity of fuel expected to be remaining at the end of the flight. The flight should be planned so as to have eight gallons of reserve fuel (approx. 45 minutes) remaining at the end of the flight.

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NOTEThe following examples are based on the empty weight, and empty weight CG of the Glasair RG prototype.

GENERAL DATA

W A R N I N G

To operate the Glasair safely, it must be flown within the specified CG limits. These limits must be strictly adhered to. Flight in either a nose heavy or tail heavy airplane is unsafe, and can result in loss of control.

MAXIMUM GROSS WEIGHT……………………………2000 lb.

MEAN AERODYNAMIC CHORD (MAC)……………….44.5”

STATION OF WING LEADING EDGE AT MAC……….76.20

FLIGHT CG LIMITS

Forward. .13.5% MAC

Aft 28.5% MAC

STATIONS OF FLIGHT CG LIMITS (GLASAIR RG PROTOTYPE)

Forward ………………………Station 82.21 (13.5% MAC)

Aft ……………………………Station 88.88 (28.5% MAC)

C/G 82.65” aft of datum

VARIOUS MOMENT ARMS:- (Glasair RG Prototype)

Oil (1.9 lb./qt.)……………………Station 46.00

Fuel--Main Tank (6.0 lb./gal.) . . Station 82.35

Fuel--Header Tank (6.0 lb./gal.)….Station 65.75

Firewall……………………………Station 60.00

Baggage…………………………...Station 124.00

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Passengers………………………...Station 106.00

Instrument Panel………………….Station 85.00

Nose Wheel Axle…………………Station 42.62

Main Gear Axles………………….Station 96.25

The REFERENCE DATUM is located 60.0” forward of the firewall/cowling split line. See FIGURE 5-1 on Page 5-5.

EMPTY WEIGHT CG CALCULATION

The empty weight CG of each individual aircraft must be determined before any additional CG calculations can be made.

First, with the wings level (wing tips at same height) and with waterline 100 level longitudinally, use a plumb bob to mark the location of the firewall/cowling split line on the floor. Measure 60.0" forward from the cowling split line mark, and mark a line at this point perpendicular to the longitudinal centerline of the airplane. This line represents the intersection of a plane in space with the floor. This plane is defined as the reference datum (station 0.00) from which all moment arms are measured.

Now weigh the airplane, without fuel, but with oil and other operating fluids, using three scales, one under each of the wheels. The scales should be capable of handling about 600 pounds each. While weighing the airplane, block up either the nose or main wheels so that waterline 100 and the wings are level. Be sure to subtract the weight of any blocks or wheel chocks used on the scales.

To determine the empty weight CG, use the data just collected.

Station is defined as the distance in inches from the reference datum.

Moment is the weight times the station.

Center of Gravity (CG) is defined as the sum of the moments divided by the sum of the weights:

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CG = Sum of Moments

Sum of Weights

Empty Weight CC =

(Nose Gear Weight)(X) + (Rt Main + Lt Main Weight)(Y)

Airplane Total Weight

NOTE

"X” and "Y” in the above equation are the stations of the nose and main gear axles, respectively. Refer to FIGURE (5-1).

The following is a sample empty weight CG calculation using the data for the Glasair RG prototype:

Nose Gear: 328 lbs., Station 42.62

Left Main Gear: 384 lbs., Station 96.25

Right Main Gear: 394 lbs., Station 96.25

CG = (328)(42.62) + (384 + 394)(96.25)

328 + 384 + 394

CG 88,861.86 = Station 80.35

1106

NOTE

The weights and measurements will vary with each individual airplane, depending upon many variables.

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Type Glasair II FT Registration N172D Serial #: 1053

Place Leander, TX Date 5/9/2007 Weighed By: Joe Sills (A&P)

Equipment Calibrated Yes Address Sills Aviation, Leander, TX

Position Comment Weight each (lb) Weight total (lb) Arm (in) Moment (lb-in)1 Front 321.0 321.0 43.5 13,963.5 2 Gear L Main 509.0 96.0 48,864.0 3 Gear R Main 504.0 96.0 48,384.0

1,334.0 83.4 111,211.5 1,311.0 82.3 107,957.0 1,334.0 81.9 109,245.0

Total SubtractionsTotal Additions

1,334.0 81.9 109,245.0

Weight(lb)

Arm(in)

Moment(lb/in)

0 0

Weight(lb)

Arm(in)

Moment(lb/in)

0 0TotalNotes:

Aircraft Weighed with fuel tanks drained to Unusable Fuel levels.

Without BatteryWith Battery @ Firewall

Aircraft WeightRemarksThe aircraft weight with the fuel tanks empty (but including usable fuel), engine oil full.Systems primed and equipped as per the Owners check list dated 10, May 2007.The Center of Gravity (Arm) is 91.90 inches aft of the DatumThe procedure for Aircraft weighting is in accordance with the Aircraft Weight and balance manual.

Column 1 - Subtractions:I tems weighed but not part of Basic Weight

Nil

Weighing Report

1,013.0 As Weighed

Column 2 - AdditionsI tems not in Aircraft when Weighed

Nil

Total

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Aircraft Designation: Glasair II FT

Registration N172D Nationality: USA

Constructor: Stoddard Hamilton (NewGlasair)

Serial #: 1053

Center of Gravity Limits: 13.5% to 28.5% MAC

Max Authorized Weight: 2000 lbs (2200 lb with extended wingtips installed)

Part A Basic Weight:

Part B: Variable Load:

WEIGHT (lbs) LEVER ARM (in) MOMENT (lb/in)

Use actual 106 As Calculated

Part C: Loading Information (Disposable Load)

WEIGHT (lbs) LEVER ARM (in) MOMENT (lb/in)

192 82.35 32 US Gal

36 65.75 6 US Gal

66 65.75 11 US Gal

15 46 8.0 US Qt

Use actual 106 As Calculated

80 124 As Calculated

(82.21" to 88.88' Aft of Datum)

The Basic Weight of the aircraft as calculated from Weighing Report is 1334 lbs

The Center of gravity of the aircraft in the same condition, at this weight and with the landing gear extended is 81.89 inches

The total moment about the datum in this condition is 109,245 lbs/inches

NOTE: the datum is the one to which the limits of the Certificate of Airworthiness of Flight Manual refer and is defined as 60 inches fwd of cowling attachment flange joggle.

The Basic With includes the weight of 10.8 lbs unusable fuel and the weight of the following items, which comprise the Basic Equipment:

ITEM:Fuel pumpCO2 detectorFire extinguisherFirst Aid Kit

Weight & Center of Gravity Schedule

The weight and lever arms of the variable load are shown below. The variable load depends on the equipment carried for the particular role.

Note: that actual weight of the pi lot must be used for aircraft not exceeding 12500 lbs and with less than 12 seating capacity.

ITEM

Pilot

ITEM

Fuel - Main tanks (Max)

Note: Fuel density is 6 lbs / US gallon (7.2 lbs / imp gallon) Engine oil is 7.5 lbs / US gallon (9 lbs / imp gallon)

Fuel - Header tanks (Max)

Fuel - Wingtip tanks (Max)

Engine oil (inc in Basic Weight)

Passenger

Baggage

34


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Systems s: ENGINE The aircraft is fitted with a Lycoming 10-360-C1C 4cyl. 200hp injection engine, No……. L-13311-51A . (See Lycoming manual for details)

PROPELLER GLASAIR N172Dis fitted with a Hartzell HCC2Yk-1B / CH-4783 two blade constant speed propeller.

This propeller has the following operating restrictions: restriction on continuous operations between 2000-2350 RPM

The special Jhistrov governor will operate up to 430psi and is serviced by Hoffmann, Germany.

Part no XB210689 serial no…………2003437H

Move propeller or power control slowly. Do not operate abruptly.Rapid movement may cause surging or over-speeding.

During periodic inspections, hub components should be free from corrosion and be protected by a light film of oil. The blades should be kept clean and polished with automotive wax. The surface must remain completely sealed to avoid water ingression. Nicks and scratches should be repaired with polyurethane finish.

The propeller should not be exposed to heavy temperature changes, and if the aircraft is parked outside, the unit should be protected by its cover.

The unit should be maintained by an authorised agent, (Skycraft (01763) 852150 ) at its stipulated service times. If any imbalance should become evident, the propeller should be checked for balance. Dynamic balancing is recommended.

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GENERAL

This aircraft has been built under the experimental aircraft rules as created and maintained by the FAA. All maintenance must conform to FFA requirements. All limits, procedures, safety practices, time limits and servicing and maintenance requirements contained in this handbook are considered mandatory. Service and maintenance must use this manual alongside the FFA published guidelines.

NOTE

When testing this aircraft, inspection after each flight is mandatory as any problems likely to occur happen during the initial hours of flight.

For the second 25 hours, a major inspection should be performed after each 5 hours of flight, or if anything seems out of the ordinary. After the first 50 hours of flight, there should be another major inspection at 75 hours-and then at the 100 hour mark.

50 and 100 hours inspections should then be undertaken with a major annual as required by the FFA.

CAUTION

1. Do not exert force on the propeller or control surfaces.

2. Do not force the nose gear beyond the pivot stops by attempting too tight a turn.

3. Do not push the airplane backwards unless the nose wheel is being steered by the tow bar. Otherwise the nose-wheel will try to caster which may result in damage to the pivot stops or nose gear fork.

4. Do not attempt to move the airplane if the main gear is obstructed by mud or snow otherwise damage to the gear mounting hardware may result.

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TIE-DOWN

It is best to nose the airplane into the wind. In addition to the wing tie-down points, a tail tie-down should be used.

1. Thread the tie-down eyes into their receptacles in the wings and at the tail.2. Secure the airplane at the three points, using nylon line or chain.3. Chock the main wheels, fore and aft. 4. At the least, use a lap belt to tie the control stick back to protect the ailerons and elevator from gusts. External gust locks, especially on the rudder are also recommended. 5. If high winds are expected, prop the tail with a support and tie the nose wheel down.6. Use a canopy cover to keep moisture from entering the cockpit.7. Make sure that the drain holes in the tail cone and the drain/vent holes in the control surfaces are clear to prevent the collection of water in any part of the airframe.

JACKING THE AIRPLANE

The Glasair II FT must be jacked and supported on jack stands for landing gear retraction tests, for periodic landing gear maintenance, and for annual inspections. A jacking system, consisting of jack stands and removable jack pads for the underside of the wing, is provided. Follow these suggested procedures when jacking the airplane:

Place the jack pads in position on the lower surface of the wing and secure the pads by threading the attached bolt into the tie down eye. Indexing pins in the jack pads orient the jack pads properly. The jack pads are colour coded, (red for port).

Tie down the tail of the airplane with an applicable tie down strap to keep the airplane from tipping onto its nose when on the jacks.

Jack the airplane up just enough for the wheels to clear the floor by about 1". Use a short step stool for access into the cockpit when the airplane is on jacks.

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SAFETY NOTES FOR JACKING THE AIRPLANE

1. No persons should be under the airplane while in the process of jacking. Only after you have finished jacking and checked the airplane for security on the stands should you crawl under the aircraft.

2. Always make sure that all people and objects are clear of the landing gear prior to a retraction test. If the gear became obstructed or wedged on an object, they could pull the plane down off the stands.

3. The Glasair may be left on the jack stands for extended periods of time, but, as a general safety precaution, always leave the gear down when you are away from the plane.

4. Always remember to remove the jack pads from the wing prior to flight.

TOWING, GROUND HANDLING

One person can move the airplane on a smooth, level surface using the tow bar. Attach the tow bar to the ends of the lower nose gear scissor pin where the scissor attaches to the nose gear fork. Insert locking bolt.

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OUT-OF-SERVICE CARE

GENERAL

The following guidelines are meant to help prevent deterioration of the aircraft during periods of non-use or limited use. These procedures are applicable for situations in which the airplane is not used for periods of time between 7 and 30 days.

NOTE If the aircraft is to be stored for longer periods, consult the Lycoming Engine Operator's Manual for engine preservation recommendations.

MOORINGIf a hangar is not available, secure the aircraft as described above in the section on tie-down. To prevent oxidization of the gel-coat finish, It is recommended to use slip covers over the wings, fuselage, and tail surfaces during extended periods of outdoor tie-down.

The throw over cover should always be used when storing in the hanger.

ENGINE PREPARATION FOR STORAGE

Engines in airplanes that are flown only occasionally tend to exhibit cylinder wall corrosion much more than engines that are flown frequently.

Check for correct oil level and add oil if necessary to bring the level to the full mark.

Run the engine for at least five minutes at 1200 to 1500 rpm with oil and cylinder head temperatures in the normal operating range.

FUEL TANKSTop up the fuel tanks to prevent the condensation of water in the tanks.

PITOT TUBEInstall cover.

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WINDSHIELD AND CANOPIES

Make sure both canopies are securely closed. We recommend that covers be installed over the canopy area if the aircraft is stored outdoors.

DURING FLYABLE STORAGE

Each seven days during flyable storage, the propeller should be rotated by hand. After rotating the engine six revolutions, stop the propeller 600 to 1200 from its former position.

W A R N I N G

Before rotation of propeller blades, make certain that the magneto/start switch is off, that the throttle is closed, and the mixture is in the idle cut-off position. Always stand in the clear when turning the propeller. There is always some danger that a cylinder will fire when the propeller is moved.

If at the end of 30 days, the airplane will not be removed from storage, the engine should be started and run. The preferred method is to fly the airplane for 30 minutes.

PREPARATION FOR RETURN TO SERVICE

Remove all covers, gust locks, etc. and give the airplane a thorough inspection. Particularly check wheel-wells, control openings, and the cowl inlets for birds’ nests.

Preflight the airplane.

50 HOUR POWER-PLANT INSPECTION In addition to the daily pre-flight inspections, the following engine maintenance checks should be made after every 50 hours of operation. This inspection is in accordance with the Lycoming Engine Operator's Manual.

GENERAL ENGINE COMPARTMENT Check fuel and oil line connections and repair any leaks. Make sure that all cowling, baffling, heat shields, and their attach hardware, are in good condition. Any damaged or missing part of the cooling system must be replaced before the aircraft resumes operation. Check oil level in brake reservoir.

41


IGNITION SYSTEM If spark plug fouling has been apparent, rotate bottom plugs to upper position.

Examine spark plug leads of cable and ceramics for corrosion and deposits. This condition is evidence of either leaking spark plugs, improper cleaning of the spark plug walls or connector ends. Where this condition is found, clean with alcohol or MEK. All parts should be clean and dry before reassembly.

Check ignition harness for security of mounting clamps and make sure connections are tight and properly torqued at spark plug and magneto terminals.

FUEL LINES

Check the fuel and breather lines for leaks and security of the clamps. Check all control linkages for freedom of movement and lubricate if necessary.

LUBRICATION SYSTEM This engine is equipped with an external full flow oil filter in line with an oil cooler. Until the oil is sufficiently hot, flow to this filter is cut off by a thermo-valve during which time, the oil is filtered by an internal gauze surrounding it. The full flow filter element must be changed, and the gauze surrounding the thermo-valve cleaned. The old engine oil must be drained and replaced.

Check all oil lines for leaks, chafing and dents or cracks.

EXHAUST SYSTEM Check attaching flanges at exhaust ports on cylinder for evidence of leakage. The exhaust pipes are lagged with heat shield, making a thorough examination difficult. This lagging must be stripped on annual inspection. Any cracks in the exhaust system must be repaired by a qualified stainless steel welder.

NOTE

The engine operators manual must be referred to for hourly checks

42


CYLINDERS

The inner cooling cowl must be removed to gain access to the cylinders. The main fixing screws must be wired.

Check the rocker box covers for evidence of oil leaks. If leaks are found, replace the gaskets and tighten the screws to 50 inch lbs.

Check the cylinders for cracked cooling fins and for excessive heat which is indicated by burned paint on the cylinder. Excessive heat is indicative of internal damage to the cylinder, and, if found, its cause must be determined and corrected before the aircraft resumes operation.

43


ANNUAL INSPECTION The service and inspection procedures described below should be performed annually in accordance with the scope and detail of Appendix D of FAR part 43. If the aircraft is found to be in a condition for safe operation, a proper entry should be made in the airplane's log book by an authorized person, certifying the airworthiness of the airplane.

POWER-PLANT AND PROPELLER A. Engine Run-up: start engine and warm up thoroughly. Check the following:-

1. Oil pressure.2. Alternator output.3. Left magneto drop.4. Right magneto drop.5. Propeller control and governor action.6. Suction gauge.7. Static rpm.8. Idle rpm.9. Operation of alternate air control10. Magneto ground.11. Mixture cutoff rpm rise at idle.

Annual inspections must be performed under PFA requirements and will require duplicate inspections of all primary controls. This schedule must be read in conjunction with PFA schedules.

ENGINE COMPARTMENT INSPECTION

1. Un-cowl engine and check for leaks and stains2. Perform compression check and record results in log3. Drain oil, clean filter screen and replace full flow filter4. Safety-wire oil screen5. Refill with new oil6. Clean and adjust spark plugs; rotate upper and lower plugs7. Check ignition harness for breaks.

44


MAGNETOS

1. Lubricate breaker cam follower2. Check condition of points and point gap3. Check P leads for breaks and frays4. Check and adjust magneto timing

ENGINE CONTROLS Check the following controls for security, full range of travel, chafing, safety. Lubricate if necessary

1. Throttle2. Mixture3. Prop pitch control4. Alternate air control

45


GENERAL

Engine compartment and engine accessories:

1. Inspect alternator: mounting, wiring, terminals2. Inspect alternator belt and adjust tension if needed3. Inspect starter: wiring, terminals and brushes4. Remove exhaust stack cladding, remove heat muff and check exhaust for

cracks (soot on inner surface of the heat muff indicates a crack)5. Check exhaust springs, gaskets and shrouds for security and cracks Refit

and replace cladding if necessary6. Check cylinder baffles for cracks and proper seal. Check fin stays7. Check engine mount and braces for security, rust, chafing, condition of

rubber bushings and bonding straps8. Check engine for loose nuts, bolts and screws9. Check oil cooler and lines for security, chafing and obstructions10. Check all breather and overboard lines for security and obstruction11. Clean gascolator12. Clean injector screens and check fuel flow13. Inspect injector and fuel lines for security, leaks, safety wire gascolator14. Inspect cabin heat valve and hoses for security and leaks15. Inspect injector plenum box for condition, security and correct operation of

flapper valve. Check condition of cable control and that the drain hole is clear

16. Remove propeller spinner and check spinner, front plate and back plate for security and cracks

17. Inspect propeller track, blades for nicks or cracks. Check torque of mounting bolts. Re-safety bolts. Grease prop hub, fit spinner

18. Remove induction filter box and replace filter.19. Wash engine and cowling.20. Check cowling for condition of heat shields, cracks and heat damage21. Top up brake fluid reservoir22. Check condition of nose gear gas strut24. Check for signs of chafing on gear switch wiring25. …………………………………………………………………………. 26. ………………………………………………………………………….

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GROUND RUN-UP AND CHECK:

1. Oil pressure 2. Alternator output 3. Left magneto drop 4. Right magneto drop 5. Prop control and governor action 6. Suction gauge 7. Static R.P.M. 8. Idle R-P.M. 9. Alternate air 10. Magneto ground 11. Mixture cut-off rpm rise at idle 12. Check for oil leaks 13. Reinstall cowling

CABIN AND FUSELAGE

Remove kick panels, centre console, gaiters, seat pans, baggage bay paneling and floor, carpet, wing attach covers, belly panel, and gear doors, as necessary. Inspect the following:

Battery inspection. 1. Clean terminals2. Clean battery box

Inspect control system pushrods, rod end bearings, cables and linkages for corrosion, safety, security and chafing. Lubricate all bearing surfaces as necessary. Check the following systems:-

Aileron system Elevator system Rudder system Flap system Check condition of flap plunger bolt for signs of wear.

Replace every 2 years (A-D.) Trim system

47


Fuselage Inspection points: Check operation of fuel selector valve and for leaks Check all fuel lines for leaks, security and chafing Drain fuel tank sumps and check for contaminants. Remove and clean

fuel sump strainers (finger screens) if excessive contamination is apparent.

Check instruments for security, legibility and markings Check fuel gauges and senders for proper markings, indications and

freedom of movement Check compass for discoloration, loss of fluid and compass card displayed Check circuit breakers and switches for security and condition. Replace air filters for vacuum regulator, intake and gauge intake. Check instrument wiring and plumbing for security and chafing Check radio equipment, wiring, and antennas. Check plexi-glass for cracks and scratches. Polish as required Check gull-wing and slider hinges, latches and sliders. Lubricate Inspect engine mount points on aft side of firewall for cracks or stress

marks in the GRP Check pitot tube, static port and plumbing Check seat pans for cracks or stress marks Check seat belts and shoulder harness for security or deterioration Check and lubricate elevator and rudder hinge pins. Check safety wires. Check all drain or breather holes for obstruction. Check elevator and rudder for proper travel: Elevator: 22 degrees down, 30 degrees up. Rudder: 25 degrees right, 18 degrees left. Check navigation lights, anti-collision lights, and landing light for security

and operation. Check wing attach bolts and fittings for security, integrity, and safety.

48


LANDING GEAR Jack up the airplane, following the procedures described on page 7-5. Check landing gear legs for general condition. Clean landing gear wheel wells of any accumulation of mud or other

debris. Check landing gear support structure for evidence of damage. Check legs for excessive play in pivot points. Check condition of hydraulic brake lines. Look for leaks in fittings and

chafing of flexible lines. Check tires for cracks, wear, and proper inflation. Re-pack wheel bearings, and inspect wheels for cracks, corrosion. Inspect brake discs for excessive scoring, brake lines for leaks or chafing,

and brake pads for wear. Replace brake pads if necessary. Check operation of brakes and bleed, if necessary.

Inspect nose gear shimmy damper for security. Inspect damper friction material for integrity.

Re-install seat pans, center console, kick panels, baggage bulkhead, belly panel, and wing attach fitting covers.

Vacuum cockpit area. Clean windshield and canopies.

49


Safety Information:FLIGHT IN ICING CONDITIONS Flight in icing conditions is prohibited in the Glasair II. The Glasair must not be exposed to icing encounters of any intensity. If the airplane is inadvertently flown into icing conditions, the pilot must make an immediate diversion by flying out of the area of visible moisture or going to an altitude where icing is not encountered. These same precautions apply to any aircraft without operational anti-ice and/or de-ice equipment.

FLIGHT IN THE VICINITY OF THUNDERSTORMS

A very wide birth should always be given to electrical storms. The Glasair II, because of its composite structure which is transparent to an electrical charge, does not comply with FAR Part 23 Standards for lightning protection. For this reason, the Glasair RC is prohibited from flight in conditions that would expose the airplane to the possibility of a lightning strike.

MOUNTAIN FLYING Pilots flying in mountainous areas should inform themselves of all aspects of mountain flying, including the effects of topographic features on weather conditions.

Avoid flight at low altitudes over mountainous terrain, particularly near the lee slopes. If the wind velocity near the level of the ridge is in excess of 25 knots and approximately perpendicular to the ridge, mountain wave conditions are likely over and near the lee slopes. If the wind velocity at the level of the ridge exceeds 50 knots, a strong mountain wave is probable with extreme up and down drafts and severe turbulence.

Standing lenticular clouds are visible signs that a mountain wave exists, but their presence is dependent on moisture. Mountain wave turbulence can, of course, occur in dry air and the absence of such clouds should not be taken as any assurance that mountain wave turbulence will not be encountered.

The worst turbulence will be encountered in and below the rotor zone, which is usually 8 to 10 miles downwind from the ridge. This zone is sometimes characterized by the presence of "roll clouds", but only if sufficient moisture is present.

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